Internal-combustion engine.



R. C. WINCHESTER. INTERNAL COMBUSTION ENGINE. APPLICATION FILED AuG.2I. 1915.

EQA35B Patented May 1, 1917.

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INTERNAL comausnou ENGINE.

APPLICATION FILED AUG. 27. l9l5.

Patented May1,1917.

3 SHEETS-SHEET 3 v A 7TORNEY8 EQZ C. WINCHESTER, 0F PALMETTO, FLORIDA.

ENTEENAL-CGMBUSTION ENGINE.

Specification of Letters Patent.

Patented May 1, 191%.

Application filed August 27, 1915. Serial No. 47,607.

To all whom it may concern:

Be it known that I, ROY C. WINCHESTER, a citizen of the United States, and a resident of Palmetto, in the county of Manatee and. State of Florida, have invented a new and Improved Internal-Combustion Engine, of which the following is a full, clear, and exact description.

My invention relates to internal combustion engines, and has for its purpose a number of distinct objects, among which are the following:

I. To eliminate the necessity for base compression, by using instead the compression of a pump employed for this purpose.

II. To provide suitable means in connection with the pump to develop and maintain a volume of air under pressure, and

serving the purpose of an air spring, to

balance the engine thrust in the sense of relieving the connecting rod and various other rapidly moving parts from undue strain at the end of the down stroke.

III. To provide for inducting the charge of explosive mixture into the cylinder under such conditions as to improve the carburation of the charge.

IV. To so arrange the piston and the compression pump that the pump is actuated directly by movements of the piston, and that the first part of the down stroke of the piston causes the pump to compress the explosive charge, thesecond part or finish of the down stroke being used for compressing air into a reservoir to be used as an air cushion.

V. To prevent loss of explosive charge after compression, otherwise due to leakage.

VI. To provide a removable water jacket for the cylinder, thus enabling the space between the cylinder and water jacket to be cleaned at intervals.

VII. To provide improved means for circulating around the cylinder, the water used for cooling the jacket.

VIII. To utilize the residual force of the burnt gases as the cylinder exhausts, for the purpose of propelling'the Water used for cooling the cylinder.

IX. To vary at will the pressure exerted by the pumps in compressing the charges of explosive mixture.

X. To employ as few moving parts as possible, and to render "all parts easy of access.

Reference is made to the accompanying drawings forming a part of this specification, and in which like reference characters indicate like parts.

Figure 1 is a vertical section on the line 1-1 of Fig. 2, and showing an internal combustion engine made in accordance with my invention, the engine piston here appearing in its lowermost position;

' Fig. 2 is a vertical section on the line 22 of Fig. 1, looking in the direction of the -arrow, the engine piston here being shown as in its uppermost position Fig. 3 is a section on the line 33 of Fig. 2, looking in the direction of the arrow.

The crank casing is shown at 1, and is provided with rest ledges and with a doorway 6. The door 7 normally closes this doorway, and is held in position by bolts 8. The crank casing is provided with a flange 9 integral With it. The engine cylinder is shown at 10, and is provided with a flange 11, which engages the flange 9. Encircling the cylinder 10 is a jacket 12, provided with a flange 13. Bolts 14 extend through the flanges 9, 11 and 13 for holding these parts together.

The cylinder 10 is provided with ribs 15, these ribs being provided with short passages 16 of the form indicated more par ticularly in Fig. 1. Between the ribs 15 are passages 17, each having a sector-like form, as will be understood from Fig. 3. A. cylinder head is shown at 18, and is held in position upon the cylinder by bolts 19. The cylinder head is provided with passages 2-0, which, when the cylinder head is in position, as indicated in Fig. 1, communicate with the passages 17 The jacket 12 coacts with the various passages 16, 17 of the cylinder 10 in such a manner as to form a very eflicient water acket. A spark upper end 23 of this passage merging into the hollow of the cylinder, as shown in Fig. 1. The piston appears at 24, and carries a number of rings 25, whereby it is rendered gas-tight relatively to the cylinder. The piston also is rovided with oil grooves 26 to afford lubrication. An exhaust pipe is shown at 27, and extends through the jacket 12, being connected to the cylinder 10. The cylinder is provided with an exhaust port 28 at the end of the exhaust pipe 27. The piston 24 carries a portion 29 which serves as a deflector for distributing the explosive charges which are admitte through the passage 22 and enter the cylinder while the piston 24 is on its down stroke. As soon as the port 23, constituting the upper end of the passage 22, is cleared by the upper edge of the piston 24, the explosive charge, being now admitted by the downward travel of the piston, strikes the deflector 29, and is thus directed upward so as to fill the upper portion of the cylinder.

By this arrangement, the admission of the explosive charge into the cylinder is accomplished without admixture of the explosive charge with the burnt gases. .The burnt gases after each explosion make their escape primarily through the medium of their own elasticity.

As the piston 24 descends, it first uncovers the upper portion of the exhaust port 28, thereby allowing practically all of the burnt gases to escape. The next instant the explosive mixture being admitted through the passage 22 and port 23, and being baflled or deflected, as above described, in the upper portion of the cylinder, readil forces out the remaining small quantity 0 burnt gases contained within the cylinder.

Connected with the cylinder 10, is a pipe section. 30, which -communicates with the passage 22 and carries a stufling box 31. A pipe section 32 extends through this stufling box and makes a telescopic connection with the pipe section 30. The pipe section 32 is bent, as indicated in Fig. 1, and by a coupling 33 is detachably connected to a nipp e 34 There are two pump cylinders, which are shown at 35, and there are two couplings 33, so that the pipe sections 30, 32 are connected to the pumps 35 by a divided path. Each pump cylinder 35 contains a plston 36, the latter being provided with packing rings 37, whereby it is rendered air tight. The two pistons 36 are carried by pump rods 38, the latter being secured to the under side of the engine piston 24. The pump rods 38, adjacent their lower ends, are respectively provided with threaded portions 39, and engaging these threaded portions are nuts 41 and nut locks 40, as indicated in Fig. 2. The upper ends of the pump rods 38 are engaged by nuts 38.

pin 54 are the two parts The pump pistons 36 are adjustable'relatively to the engine cylinder 24. Each pump cylinder 35 is provided,in addition to the nipple 34 above mentioned, with two other nipples 42, 43, these mally closed by caps 44, as indicated in Fig. 1. The nipples 42 and 43 are for the same general purpose as the nipple 34, but differ therefrom in that they are disposed at different altitudes relatively to the pump piston 36. If the coupling 33 be released from the nipple 34 and connected to the nipple 43 or 42, the closure cap 44 from the nipple with which the connection is made, is moved downwardly and placed upon the nipple 34, thus any one of the nipples 34, 43 or 42 may, at the will of the operator, be brought into communication with the pipe section 32. The diflerence between the connections thus made through the various nipples 34, 42 and 43, is simply that the degree of compression exerted by the pump piston 36 is varied, the compression being greater for use of the two nipples being nor-.

nipple 34 than that obtained by use of the nipple 43, and the compression being greater when this nipple is used than when the nipple 42 is employed.

A pipe 45 leads from the extreme lower end of the pump cylinder 35 to an air reservoir, not shown, and this air reservoir is used to hold a charge of air, serving the purpose of an air cushion. A carbureter pipe 47 is connected with a carbureter 48, and is provided with a check valve 49. The air inlet of the carbureter appears at 50, and a regulating screw for air admission is shown at 51. The fuel intake pipe appears at 52, and leads to the carbureter in the usual or any desired manner. The carbureter pipe 47 is connected with a teat 53, the ends of the latter being in communication with the two pump cylinders 35.

1e engine crank pin appears at 54, and at its ends are a pair of cranks 55 carried by a two-part crank shaft 56, as will be understood from Fig. 2. Engaging the crank 57, 58 of a journal box, the latter being pivoted together and connected by a bolt 59. A scoop 60 carried by the journal part 58 and disposed adjacent the engine crank up oil or other lubricant, and splashing or otherwise conveying the same to the crank pm. The connecting rod of the engine is shown at 61, and is connected by a pin 62 to the engine piston 24, the lower end of the connecting rod being in engagement with the crank pin 54.

A pipe 63 is connected with the jacket 12, and is provided with a valve 64 and with a portion 65 serving as a nozzle. This ortion 65 is located within the exhaust pipe 27, and is concentric to the latter. A thimble 66 having a wall of tapering thickness, as

pin 54, is used for scooping indicated in Figs. 2 and 3, is located within the exhaust pipe 27 and in proximity to the end of the nozzle portion 65 of the pipe 63.

To facilitate thearrangement of the parts, I provide the exhaust pipe 27 with a branch neck portion 67 into which the nozzle portion 65 extends, as indicated in Fig. 2. The water pipe 68 is provided with a teat connection 68*, and by aid of the latter is placed in communication with the passages 17 of the cylinder. The pipe 68 is provided with a coupling 69 to facilitate its connection and disconnection.

The thimble 66 is adjustable relatively to the nozzle portion65, as may be understood from Fig. 2. For this purpose, I provide a set screw 66 extending through the wall of the exhaust pipe 27, and engaging the thimble 66. By loosening the set screw, the thimble may be adjusted, and then by tightening the set. screw, the thimble is held rigidly in position.

The crank casing 4 is provided with a pair of parallel portions 72 (see Fig. 2), and extending through these parallel portions are bolts 73. The inner ends of the bolts are threaded and engage thickened portions 71 of the pump cylinders 35 The pump cylinders in question are thus supported rigidly in position, and are located upon opposite sides of the connecting rod 61. An oil cup 74 is provided with an oil pipe 70, and is used for delivering oil for purposes of lubricating the piston 24. The shaft 56 is supported by bearings 75, and the lat ter are provided with oil holes 76 into which oil is fed either by splashing or by use of a hand-operated oil can, as desired. A hand valve 77 is used for discharging oil from the lower portion of the crank casing.

In order to normally maintain the crank shaft 56 in a predetermined position, I employ a pocket wheel 78 and a latch 79. This I latch is slidably mounted and carries a knob 80, whereby it may be actuated by hand. A spiral spring 79 encircles the latch. A starting lever is shown at 81, and carries a pawl 82. Pivotally connected with this pawl is a pawl lever 83. A quadrant is shown at 84, and is engaged by the pawl 82. The parts 78 to 84, inclusive, may be of the usual or any desired construction.

The circulation of water around the cylinder 10, that is, through the passages 16 and 17 is accomplished by aspiration of the burnt gases as they pass 05 through the exhaust pipe 27. As indicated by the arrows at the left of Fig. 2, the gases in passing through the thimble 66, produce more or less partial vacuum in the axial center of the exhaust pipe, where the pipe section 65. is located. This produces a partial vacuum in this pipe section, and by so doing, causes the water to circulate through the passages 16 and 17. The pipe 68, which supplies the water to the passages 16 and 17, may-be so located as. to cause the water to be drawn upwardly a distance of several feet. This feature may be taken advantage of for the purpose of causing the water to travel some distance before reaching: the engine, and, as above explained, may be used for raising water from the sea or other body of water in instances whereoa boat is used.

The operation of my device is as follows: I will suppose first that'the engine piston 24 occupies its lowermost position, as indicated in Fig. 1. The pump pistons 36 are now inv their lowermost positlons, and consequently the nipples 34 are closed, owing to the position of the pump pistons, as will be understood from Fig. 1. The shaft 56 being turned, the piston 24 is carried upwardly, and as it rises the pump rods 38 carry the pump pistons 36 upward. The engine-piston 24 as it rises, covers the port 23, and as the pump piston 36 rises, it produces a partial vacuum in the lower end of the pump cylinder 35. This causes a charge of carbureted oil or other fuel to be drawn through the carbureter 48 into the lower end of the pump cylinder. The piston 24 next advances so that the pump pistons 36 are each carried to its lowermost position. The explosive charge below the pump piston 36 is thus compressed, and as communication with the pump cylinder 10 continues closed for a moment during the descent of the piston 24, a portion of the charge of explosive mixture is compressed within the passage 22 and pipe sections 30 and 32.

When, however, the engine piston 24 de-' scends nearly to the lower limit of its travel, so that the port 23 is uncovered, the explosive mixture can escape into the engine cylinder. baflied and deflected upwardly against the piston head 18. Any gases of combustion which may be in the cylinder make their escape through the exhaust pipe 27 and for this purpose are displaced, to some extent at least, by the infiowing charge of explosive mixture.

The compression-of the explosive mixture as just described, takes place during the interval between the starting of the piston 24 downwardly and its arrival at a point nearly at the lowermost limit of its travel. After reaching this point its further travel downward and the accompanying further travel downward of the pump piston 36, causes a further compression to take place below the pump piston 36. In other words, after the pump piston 36 cuts off communication between the pump cylinder 35 and the nipple 34, there is further compression in the lower end of the pump cylinder. The air thus compressed is forced out through the pipe sections 45 and 46 into the air reservoir above mentioned, and here serves the Here it strikes the deflector 29 and is .to circulate around the cylinder, ing effect of the exhaust being purpose of an air cushion. Each time the serves to cushion the thrust of the pum piston 36 and thus balance the downwar thrust of the engine piston 24 and various movable parts connected therewith. My purpose in thus cushioning the downward thrust of the pump piston is to prevent undue sti ain upon the various parts.

With the engine running under different conditions of speed and load, it may from time to time be desirable to change the degree of pressure to which the explosive charge is subjected by the pump. The variations in degree of pressure are accomplished, as above described, by shifting the coupling 33 from one to the other of the nipples 34, 43 and 42.

Each time the engine piston 24 rises to the upper limit of its travel, it compresses the explosive charge above it, and at the moment of maximum compression of this charge, ignition of the charge is attained by aid of the spark plug 21. The explosion thus causes the piston 24 to be driven rapidly downward. As soon as the upper edge of the port 28 is uncovered or exposed, owing to the descent of the engine piston 24, the gases of combustion begin to make their escape, and by the time the upper edge of the port 23 is uncovered, the burnt gases will have almost entirely left the engine cylinder.

Except for the action of the deflector 29, the inrushing charge of explosive mixture might escape to some extent through the port 28 and out into the exhaust pipe 27. Thisis prevented by the position of the deflector 29, which insures that the cylinder will be filled with the explosive mixture and the gases of combustion removed, the displacement of such gases being partially due to the inrush of the explosive'charge, in the proper direction to force out the gases of combustion.

It will be noted that the explosive charge is admitted into the cylinder just before the piston reaches the end of its stroke and while it is still in motion as the direct result of the explosion above it.

The operator by turning the hand valve 64 can regulate the rapidity with which the water for cooling the engine cylinder is permitted to circulate. As it is possible to induct an excess of water into the exhaust pipe 27, the operator by adjusting the hand valve 64, can prevent such accumulation of the water. No pump is necessary for causing the water the aspiratamply sufliclent for this purpose. There appears to be no material back pressure produced against charges thereinto,

the power of the engine owing to the fact that the thimble 66 is of suflicient size to readily permit the exhaust gases to escape.

Having thus described my invention, what I claim as new and desire to secure by Let ters Patent is:

1. In an internal combustion engine, the combination of a cylinder, a piston mounted therein, a driving shaft, connections from said piston to said driving shaft for the purpose of actuating said driving shaft, a pump having its piston connected with said engine piston and actuated directly by movements thereof, the pump piston being hollow and open at the bottom, connections from said pump to said cylinder for enabling said pump to discharge into said cylinder, and

a carbureterconnected with the lower part of said pump for supplying explosive the said explosive charges being compressed in said pump.

2. In an internal combustion engine, the combination of a cylinder, a piston mounted therein, a pump having its piston connected -w1th said engine piston and actuated by movements thereof, and means for maintaining a volume of air at the lower end of the pump cylinder to balance the thrust of the engine piston at the end of the down stroke.

3. In an internal combustion engine, the combination with a cylinder, a piston movable therein, and a carbureter; of a pump having a cylinder and piston, the piston of said pump being connected with said engine piston and actuated b movements thereof, connections from sai carbureter to said pump 'for enabling said pump to draw an explosive mixture from said carbureter into the pump cylinder and compress the same therein, and pipe connections from said pump to said cylinder for enabling said pump to charge said explosive mixture into said cylinder, the said connections being adjustable to vary the degree of compression exerted by the pump.

4. In an internal combustion engine, the combination with a cylinder, a piston movable within said cylinder, and a carbureter;

of an air pump connected to said 'ca'rbureter for thepurpose of drawing a charge of explosive mixture from said carbureter into said pump, connections from said pump to said cylinder for enabling said pump to charge said explosive charge into said cylinder, and means connected with said pump below the said connections for the purpose of forming an air cushion in the lower part of the pump cylinder to balance the thrust of said piston at the end of the stroke thereof.

5. In an internal combustion engine, the combination with a cylinder, a piston movable therein, and a carbureter, of an air pump, connections between the air pump and .the carbureter, the said air pump being ed therein, and

' 1n rod,

e40 inder,

I movements of masses actuated by-the movements of the engine piston to draw a charge of explosive m xture from the carbureter into said pump and compress the same therein, connections between the air pump and the engine cylinder for enabling said pump to discharge the compressed explosive mixture into the engine cylinder, and'means for varying the pressure exerted by the pump in compressing the charge. p

6. In an internal combustionengine, the combination with a cylinder, a' piston movable within said cylinder, and a carburetor, of an air pump, connections between the air pump and the carbureter, the said air pump being connected with and actuated by the the engine piston to draw a charge of explosive mixture from the carbureter into said pump and compress the same therein, connections between the air pump and the cylinder for pump to discharge the compressed explosive mixture into the cylinder, means whereby the pressure exerted by the pump in compressing the charge may be varied, and means connected with the pump and forming an air cushion to balance the thrust of the engine piston at the end of its stroke.

7. In an internal combustion engine, the combination with a cylinder, a piston mounta connecting rod connecting the piston with the driving shaft, of air pumps located below the engine piston and having cylinders and pistons, the rods of said pump pistons being secured to the ene piston, at oppos'te sides of the connectconnections etween said pump cylin ers and the engine cylinder, for enabling said pumps to discharge into the engine cyla carbureter having an air and a fue inlet, and a pipe leading. from said carbuenabling the said reter and connected with both of the pump cylinders.

8. In an internal combustion engine, the combination of a crank casing, a cylinder on the crank casing, a piston mounted in the cylinder, a driving shaft, connections from said piston within the crank casing having its cylinder fixed to the crank casing, a piston in said pump cylinder having a piston rod secured to the underside of the engine piston, the pump piston being actuated directly by movements of the engine piston, a pipe section connected with the engine cylinder, a pipe section adjustable on the first pipe section, and means for connecting the last mentioned pipe section to the pump cylinder, and'a carburetor connected with the pump cylinder for supplying explosive charges thereto.

9. In an internal combustion engine, the combination with a cylinder, apiston mounted therein, and a connecting rod connecting the piston with the driving shaft, of air pumps located below the engine cylinder and piston, and having cylinders and pistons the rods of said pum pistons being secured to the engine piston, t e said pump cylinders being each provided with a plurality of nipples a pipe section connected with the engine cyljn er, a pipe section telescoping in the first pipe section and having couplings, each adapted for connection with either of the nipples of one of the pump cylinders, and a carbureter having a pipe leading therefrom and connected with both of said pump cylinders. 1

- ItOY C. WINCHESTER.

Witnesses: W. T. HABRIBON, C. M. HARRISON.

to said drivingshaft, a pump' 

